Assigkmog to x e entsepeise railway



Nov. 8, 1927. 1,648,292

CAMPBELL A CAR Filed May 20, 1926 3 Sheets-Sheet 1 ARGYLE CAMPBELL Nov. 8, 192 7.,

' A. CAMPBELL CAR Filed May 20, 1926 I MM? ARGYLE CAMPBELL Nov. 8, 1927. 1,648,292

' A. CAMPBELL Filed May 20,. 1926 a Sheets-Sheet 5' Z3 H z o o 1 6 o0 o 7-4- I D 24 z o o urmwo 000 o O O C D 37 2 3 o Z0 1 7 37 C 5 F f z 2 O I [I I Fig, 4-

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Patented Nov. 8, 1927.

UNITED STA'iEd ARGYLE CAMPBELL, OF OI-EICAGO, ILLIND PATENT @FFE CE.

ASBIGWOR T ENTERPRISE RAILl/VAY CAR.

Application filed May so, 1926.

hopper and bridge the space by suitable construction intermediate said draft sills and longitudinal sllls.

It is an ob ect of my invention to provide a simple and strong construction for transmitting draft stresses from the short longi tudinal sills at each end of the car hopper to the strong longitudinal sills at each side of the hopper.

A particular object of my invention is to divert portions of the widely spaced longitudinal sills centrally of the car, and connect the same to the draft sills and car construction insuch a manner that draft shocks will be transmitted from the draft sills to the longitudinal sills in an oblique direc tion.

Other features and objects of my invention will be more fully pointed out hereinafter and claimed.

Inthe drawings forming a part of this specification, Fig. 1 is a plan view of one end of the underframe. the upper half of the view having certain of the parts removed to better illustrate the construction.

F 2 is a longitudinal, sectional elevational View taken through the car on the line 22 of Fig. 1. Fig. 3 is a longitudinal sectional view taken through the car on line 3-3 of Fig. 1. Fig. 4 is a vertical cross sectional view through the car, said view being taken on a line approximately midway of the car looking toward the end thereof in the direction indicated by line 4-4 of Fig. 3. Fig. 5 is a transverse sectional view taken through the car adjacent the body bolster and on a line corresponding substantially to line 55 of Fig. 1.

In the drawings only oneend of the car is shown and the description hereinafter following is confined to one end only, it being understood that the construction at the two ends of the car is similar. In said drawings, indicates the end sill, 13 -13 the longitudiw Serial No. 110,391.

nal draft sills, C-C the outwardly spaced main longitudinal sills, DD the side sills, E the body bolster and F the centrally disposed longitudinal hopper. The car to which the invention is applied is a car of the convertible type having convertible floor sections GG-, and swinging side doors H-H. The hopper section F is a V-shaped longitudinally extending hopper having a fixed floor 5 on one side and on the opposite side thereof an upper fixed floor 6 and a swinging door 7 hinged-to said floor 6, as shown best in Fig. 4. On each side of each of the convertible floor sections GG, there are fixed floor sections 88 mounted on the longitudinal and side sills. Crossties 9 extend transversely of the hopper and tie the longitudinal sills CG against spreading. The door operating and locking mechanism may be of any suitable type and is not shown herein.

The end sill A, which preferably consists of a channel shaped member, is secured to the center draft sills BB, each of said sills BB being preferably formed of two channel shaped members 10-10 united by a top cover plate 11 extending from the end sill to the body bolster E. The members 10 10 extend past the bolster and connect with the sloping end floor 12 of the center hopper F. The draft sills are fitted with front and rear draft stop members as indicated at 18 and 14 respectively, the front member 13 also being adapted to perform the function of a coupler striking plate, and the rear member 14 also performing the function of a bolster center filler. Above the rear draft stop 14 there are disposed spacing members 15-15.

The body bolster E includes spaced sections 1.616 extending between each longitudinal sill C and draft sill member 10. said sections 16 being disposed in alignment with the spacing members 15-15 and in a plane coinciding with said sections there are disposed sections 17 intermediate the respective main sills C and side sills D. The various sections 16 on the opposite sides of the draft sill B are tied transversely of the car by top and bottom cover plates as indicated at 18 and 19 respectively.

The heavy main longitudinal sills C-C are of tishbelly construction being of relatively deep construction at the center of the car, as best illustrated in Figs. 3 and i, and of shallow construction above the wheels of the car, the said s ls above the wheels of the car being zufn iroximately ot the same depth as the end all lC-ach sill C includes a Web plate 20, and there is secured to the inner side of said web an upper chord consisting oi? a Z-shapcd member 21, and on the opposite side an angle shaped member 22. The Z-shaped member 21 )ret'erably extends throughout the length of the sill. and pro v des a ledge 23 which forms a part of the floor, while the angle shaped member 22 extent s only between the respective body bolters, and is so disposed as to provide a ledge 72lat an appreciable distance below the floor level. The ledge Ptt ides a support for one side of the lloor sections 8. The lower chord of the sill includes inner and outer angle members as indicated at and re spectively. The web plate 20 extends con tinuously between the end sills 'ol the car, and the said upper and lower chords thereof provide the necessary strength by extending :ontinuously between body bolsters, and it will be understood that the inner and outer angle members 25 and 26 extend continuously between body bolsters.

The web plate 20 is connected at its ends to the Web of the channel shaped end sills by connections indicated at 27-27. The outer angle member 26 of the lower chord is secured to the web plate 20 throughout the entire length thereof, but the inner angle member 25. while extending co-extensively with the outer member 2S tor the distance between body bolsters is bent as at 28 after passing beyond the bolster, and is then deflected inwardly towards the striking plate 13. The inwardly deflected portion oi the angle member 25 is connected to the main body of the sill C, to the draft Sill l5, and to the body bolster Ill, by a horizontally extending gusset plate 29 w iich is also secured to the horizontally extending flange 125 of the angle 25, by a series of rivets 30. Connection between the plate and the draft sill B is effected through an angle shao l member 31 which is secured by one of its flanges 131 to the said gusset plate 29, and by its opposite flange 231 to the web of the draft sill mem ber 10.

Said angle member which extends sub stantially from the bolster to the end sill is disposed intern'iediate the depth ot the sill 10, so that the flange 131 lies substantially in alignment with the'lower margin of the end sill ll. Connection between plate 29 and the body bolster section 16 is etl'ected by an angle shapco member 32 having one of its flanges 33 horizontally disposed and secured to the plate 29, and having its adjacent flan e 3i secured to the bolster section 16. A horizontally extending gusset plate member efitects connection between the lower marginal reassess flange of the end sill A, the horizontally extending flange 131 of angle member 31 and the horizontal flange 12: oi the inwardly bent angle member 25. ln this manner the inwardly bent portions of the respective sills are thoroughly secured to each other and to the car construction to provide a braced construction, so that draft shocks instead of being transmitted through the bolsters to the longitudinal sills, are transmitted in an oblique direction directly from the center of the car to the strong sills C which are of adequate strength to carry the vertical load in addition to the draft strains.

The side sills D are connected to the sills C by a series of diaphragms 36 disposed at. intervals along the car side. The usual vertical side stakes common to this type of car illustrated at 37, the connection at each corner of the car between the side sill and end sill being eli ected by one of said stakes.

Uwing to the shallow construction ot the .gills C above the wheels, it is necessary to strengthen the tension chord of the said sill to secure vertical strength tor a considerable distance inwardly of the bolsters, and for this puipose it is customary to employ a heavy cover plate 38, said plate being riv eted to the outstanding flanges 125 and of the r spective angle members and 2h. The cover plate 38 and gusset member 29 meet at the bolster and the bolster bottom cover plate 19 is extended beneath both of said l see ed thereto. much as plate 29 is considerably thinner t the sill cover plate 38, a filler 39 is in posed between plate 29 and the said bolster covcr plate 19.

It will thus be noted that my improved construction provides for the transmission 01 strains from the center dra'li't sills directly to the outwardly spaced sills where the latter are best adapted to receive the same, due to the great strength of the lower chord. The continuation of a part of the main sill clear 'hrough the body bolster and the diversion of part of the sill. to tl'itDSll'llt draft strains, conducive to sin'iplicity and strength, as it avoids the necesdty tor splicing to the main sill, while bracing ot the parts against lateral displacement prevents rocking of the car and also'spreading of the sill adjacent the body bolsters.

lVhile l have herein shownand described what 1 now consider they preferred manner of carrying out the invention, the same is merely illustrative, and I contemplate all changes and modificationsthat come within the scope of the claims appended hereto.

I claim:

1 In a car having centrally disposed non continuous draft sills, the combination with an end, sill; ofgirders including upper and lower. chords extending between said end Sills, sald girders belng'spaced outwardly of:

of the girder being secured to the adjacent gusset. plate.

2. In a car havlng a central longlt-udlnal hopper and non-continuous draft sills at each end thereof, the combination with end sills; of body bolsters; longitudinally excenter of the car to the widely spaced longi tudinal sills.

'3. In a car, the combination with main longitudinal sills widely spaced apart; of non-continuous longitudinal draft sills disposed inwardly of said main longitudinal sills; a gusset plate extending between the said respective mainand draft sills; and a section of each said main sills diverted from the path of its body portion, saidsections of the respective sills on the opposite sides of the draft sills extending towards the end of the car and inwardly towards each other, thereby forming a buffing structure adapted to transmit buffing stresses from the longitudinal center of the car to the outwardly spaced main, sills.

4. In a car having longitudinal girders spaced apart and a dumping hopper interposed between the same, the combination with body bolsters extending between said sills at the respective ends of the hopper; of non-continuous draft sills extending outwardly through the bolsters to the end of the car; a lower chord member extending longitudinally of the car between the body bolsters, said chord member being secured to each girder on the side adjacent the hopper, said chords of the respective girders being bent adjacent the bolster and extended to the end of the car and towards each other in an oblique direction; and bracing means between the said diverted portions of the respective lower chords and the main portions of the associated girders.

5. In a car, the combination with end sills; of longitudinal side girders each including a web plate and a lower chord secured to said plate, said chord including inner and outer angles respectively disposed on opposite sides of the web plate; a longitudinal hop.-

per disposed between said girders; non-continuous draft sills extending inwardly from the said end sills, said draft sills being disposed centrally of the car; and a gusset plate extending from each of said draft sills to the respective side girders, each of said gusset plates being rigidificd by having the inner chord angle member deflected inwardly toward the same and secured thereto.

6. In a car, the combination with end sills;

of centrally disposed draft sills extending inwardly from said end sills; longitudinal sills disposed outwardly of said draft sills, each of said sills including a web plate and inner and outer angle members respectively disposed on opposite sides of said web plate, said inner angle members of the respective sills being deflected inwardly towards each other and towards the end of the car; and a gusset plate connecting each of said angle members with the end sill.

7. In a car, the combination with endsills; of centrally disposed draft sills extending inwardly from said end sills; longitudinal sills disposed outwardly of said draft sills, each of said sills including a web plate and inner and outer angle members respectively disposed on opposite sides of said web plate, said inner angle members of the respective sills being deflected inwardly toward each other adjacentthe'end of thecar; means for bracing said deflected portions of the inner angle members to the main body of the related longitudinal sill; and means for securing said deflected portion of the inner angle member to the end sill of the car.

8. In a car, the combination with end sills; of centrally disposed non-continuous draft sills extending inwardly from said end sills; longitudinal sills disposed outwardly of said draft sills, each said sill including a web plate extending from end sill to end sill and inner and outer lower chord members of angle shape, said inner angle members having the outer ends thereof deflected inwardly towards each other; and a gusset plate con- 'necting said inwardly deflected portion of eafih inner angle with the adjacent draft s1 9. In a car. the combination with end sills and longitudinal sills having their lower margins on substantially the same level, said longitudinal sills being widely spaced apart; of a body bolster connecting said sills: noncontinuous draft sills disposed inwardly of said longitudinal sills, said draft sills being extended below the level of the lower margins of said end sill and longitudinal sills; a flange outstanding from the draft sill adjacent the level of the lower margin of the end sill and longitudinal sill; horizontal bracing means connecting said outstanding flange of the draft sill with the lower margins of the end sill and longitudinal sill; and section of the longitudinal sill diverted lit) from the main part of the said sill and secured to said bracing means, said section being extended inwardly towards the draft sill and end sill.

10. In a car of they character described, the combination with end sills, each of said end sills having the lower margin rigidilied by an outstanding flange; of longitudinal sills spaced outwardly from the center of car said sills being extended above tl e wheels of the car at substantially the same lei'el as the end sills; a hopper disposed between said sills; body bolsters disposed intermediate the hopper and end sills; centrally disposed drail't sills connected to the body bolsters and extending to the end sills, said dratt't sills being extended in depth for an appreciable distance below the end sills and longitudinal sills; a longitudinally extending angle men'iber connected to the draft sill, said an- 'le member having an outstanding flange disposed on a level adjacent the lower margin 01 the end sill; a gusset secured to said outstanding flange and to the end sill; a gusset connected to the bolster, to the lower margin of the longitudinal sill and to the outstanding flange of the draftysill; and a portion of the longitudinal sill diverted adjacent the bolster, from the main part of the sill, and extended inwardly towards the end sill and draft sills, said portion of the longitudinal sill being secured to said gussets.

11. In a car of the character described, an underlianie comprising: body bolsters; end sills; side sills; interrupted dralt sills at each end of the car; and intermediate sills disposed between the side sills and draft sills, each side sill and intermediate sill extending from end sill to end sill and each oil said intermediate sills having a portion thereof, at each end, extending diagonally from the juncture of the intermediate sill with the bony bolster to the juncture oi the adjacent draft sill with the end sill.

152. in a car at the character des'ribed, undertraine comprising: body bolsters; end sills; side sills; interrupted drai't sills each end of the car; and intermediate sills disposed between the side sills and dralt sil each side sill and intermediate sill extending from end sill to end sill; and diagonally extended bracing elements, at each end of the car, each said element extending from the juncture of a draft sill with the one sill to the juncture of an intermediate sill with the body bolster.

In witness that I claim the foregoii'ig I have hereunto subscribed my name this 14th day of May 1926.

AEGZLE oanennnn 

